Quote:
Originally Posted by MatadorRacing_F1
With modern engine design, the G vs F head design (specifically the valve angle) is almost a non factor. In fact, if you look to motorsports and motorsport derived engines, you will see that they have been using narrower valve angles, as they have been coming to the realization that there is more potential. Given also that Toyota only has one G head engine in production (2UR-GSE... which gives a whopping 0.6hp/ liter improvement over the conventional 1UR-FSE) it's not as if one could choose to tune say a 2AZ-GE rather than a 2AZ-FE, so it's a fairly moot point.
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True most racing applications do use narrow angle valve design. However the engine head flow depends on more factors than just valve angle... Perhaps the simplest and most cost efficient way for Toyota to produce and manufacture a high flow head was to use a wide angle design.
You seem to have forgotten the newest GE: The 1LR-GUE in the LFA. And while the LFA is overpriced the the 1LR is still a spectacular engine.
I was speculating on the the 2AZ-GE, Fact is TRD (and other aftermarket companies) put out a supercharger for the 1ZZ-FE and it makes about the same bhp as the 2ZZ-GE. So it's not as though this is the first time people have been tuning FE engines. But back a couple decades in the reign of 7M 1JZ, 2JZ, 4A, 3A etc. the GE and in particular GTE Turbocharged engines were the tuning choice for Toyota because that was the best engine they gave you and they responded well to tuning (much better then the 2ZZ).
In simple, you have to make due with what they throw you at the given time. I have nothing against the FE engines, the 2GR-FE is in the Lotus Evora and it seems to have also responded well to forced induction. I stated perhaps people would have liked a GE (or GTE) engine off the showroom floor for the past couple of years... This is why the naturally aspirated engine in FT86 is of particular interest to me, despite being of Subaru FB20 origin.